Car construction



Feb. 27, 1934. o, c. DURYEA 1,948,787

CAR CONSTRUCTION Filed Jan. 4, 1928 4 Sheets-Sheet 1 Feb. 27, 1934. o, c, DURYEA A CAR coNsTRUcTloN Filed Jan. 4, 1928 4 Sheets-Sheet 2 Vinili nl l will] all Feb. 27, 1934. o. c. DURYEA 1,948,787

CAR CONSTRUCTION Filed Jan. 4, 1928 4 Sheets-Sheet 5 SMQ/whom Grammi@ O. C. DURYEA CAR CONSTRUCTION 4- Sheets-Sheet 4 Filed Jan. 4, 1928 Feb. 27, 1934.

Patented F eb. 27, 1934 CAR CONSTRUCTION Otho C. Duryea, Waterbury, Conn.,`as`signor to O. C. Dux-yea Corporation, Wilmington, Del., a corporation of Delaware Application January 4, 192s. serial No.` 244.523

16 Claims.

This invention relates to railway cars and more particularly to a railwayA car embodying a center member, constituting a draft and bufling beam, extending substantially the length of the car and mounted for movement relative thereto.

It is an object of this invention to provide a novel car structure embodying a relatively movable cen-ter member extending substantially the length of the same, and means whereby forces which tend to move the draft and buiiing member longitudinally, relative to the car structure, are yieldingly resisted.

Another object of this invention is to provide, in combination with a ca r structure embodying a continuous draft and bunng beam, novel means foryieldingly resisting relative movement of said beam in both directions.

A further object is to provide a car structure embodying a longitudinally movable center member, extending substantially the length of the structure, in combination with yielding means, and novel mechanism for rendering said yielding means effective to resist relative movement of the center member.

Another Objectis to provide novel energy dissipating means particularly adapted for use in railway cars embodying a long travel center member constituting a draft and bufiing beam that extends substantially the length of the structure.

Other objects include the provision of a car structure embodying a longitudinally movable center member and couplers movable with respect to the center member, in combination with novel means for yieldingly resisting movement of the center member in both directions, the movements of the center member relative to the structure and the couplers relative tothe center member being decidedly unequal and the latter movement being the more limited of the two; to provide, in combination with a car of the above type, yielding means of a relatively few number o'f parts and one which is inexpensive to manufacture; and

to provide a novel structure which is particularly adapted for ready assembly.

Two embodiments of the present invention are illustrated in the accompanying drawings, wherein like reference characters refer to like parts throughout the several views, but it is to be expressly understood that these drawings are for purposes of illustration only and are not designed as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings- Fig. 1` is a top man view, part-,1y in section and with parts broken away, of one end of a c'ar struc'- ture embodying the present invention, a portion only'of the structure being shown in order' to employ a large scale drawing;

Fig. 2 is a sectional view taken on the longitu- 6G dinal axis of the structure shown in Fig. l;

Fig. 3 is asectional view somewhat enlarged taken on the line 33 of Fig. l;

Fig. 4 is` an enlarged sectional view, with par'ts broken away, taken on the line 4 4 of Fig. 2;

Fig. 5` is an enlarged sectional view, taken on the line 5-5 of Fig. 1;`

Fig. 6 is an enlarged sectional View, with parts broken away, taken on the line 6--6` of Fig. 2;

Fig. 7 is an enlarged sectional view taken on 70 the line' 7 7 of Fig. l;

Fig. 8 Vis a partial sectional elevation showing another embodiment of th'e present invention; and

Fig. 9 is a diagrammatic top" plan view illustrating one forni of yielding means that may be employed adjacent each bolster'.

In the form' shown in Figs. 1 to 7 inclusive, the car structure embodying the present invention is of the hopper car type, but it is to be expressly' understood that the invention is not limited to hopper cars but is applicable to other types of cars, including box cars, g'ondolas, etc. The car structure i`s adapted to be mounted on suitabletrucks (not shown), the weight of the structure being transferred to the trucks through center plates 8` (Figs. 2 and 4X. Since the opposite ends' of the car' are sirilfarlyv constructed. only one" end is illustrated and hence' only one center platev is shown.

Thev center plate' 8i is secured to the lower centfal portion of a body bolster of the plate type. In the form shown said body bolster comprises a vertically disposed vdiaphragm 9 provided in the lower central portion thereof with an opening 10 (Fig. It!) and securedat its'opposite ends to the side sills, one of said sills being partially shown at 12 in Fig. 1. The lower edge of diaphragm 9" has attached thereto a bottom cover plate I3' which extends the width `of the car and 10U which is preferably secured to the diaphragm by means of rivets and suitable anglesA 14. Positionedy within opening?, 10 in the diaphragm is a centerA brace 15 which is preferably formed as a casting and which is provided adjacent the bottom thereofwith laterally extending portions 15d. Rivets 16 extend through center plate 8,- bottom cover plate 13, and center brace portions 15a` to rigidly secure these parts in fixed rela"- ton,

Ajecting portions 15al of the center brace.

Means are provided for strengthening the body bolster against forces tending to twist the same about a horizontal axis. A longitudinal hood sheet 17 is preferably employed for this purpose. Preferably the longitudinal hood sheet terminates at its outer end closely adjacent the outer face of the center brace 15, and the upper surface of the latter is preferably curved to conform with the inner curved surface of the hood sheet. A saddle angle 18, which rests on top of the longitudinal hood sheet and is riveted to one face of diaphragm 9, is secured to the center brace, as by means of rivets 19, which pass through the upper portion of the center brace, the longitudinal hood sheet, and one flange of the saddle angle. The longitudinal hood sheet 17 extends inwardly from the body bolster through the iioor sheet, shown in dot and dash lines in Fig. 2, and if desired may extend to the body bolster at the opposite end of the structure. n any event the longitudinal hood sheet is rigidly attached, as by means of rivets, to suitable portions of the car structure, such as a cross bearer (not shown), and constitutes a torque resisting member which prevents twisting of the bolster.

In order to strengthen the connection between the longitudinal hood sheet and the body bolster the lower edges of the sides of said hood sheet are flanged outwardly, as at 17a, and are secured as by means of rivets between angles 14 and bottom cover plate 13. The outer ends of the laterally projecting portions 15a of the center brace may be bent upwardly to provide ver- `tically disposed portions 15b that are riveted to the inner faces of the longitudinal hood sheet to further strengthen the structure.

The body structure includes an end sill 20 which is braced against deflecting forces as by means of one or more angles 21 secured to said end sill and the body bolster. A diagonal brace 22 is rigidly attached at its outer end in the usual manner to the side and end sills, and at its inner end is xedly secured to the body bolster as by means of a gusset plate 23, said plate preferably constituting the means for connecting angle 21 to the bolster.

Extending substantially the length of the car structure and passing through'the opening 10 in 'the body bolster, is a center member, or draft and bufling beam, that is mounted for longitudinal movement in both directions relative to said body structure. n the form shown the center member is constituted by two vertically disposed channels 24 which are rigidly secured together at a 'plurality of points in a manner to be described more fully hereafter. The lower flanges of channels 24 have sliding engagement on their lower faces with ribs 25 (Fig. 4) which are preferably formed integrally with the laterally pro- The center member 24, 24 is guided against lateral movement at the bolster by engagement of the web portions of said channels with laterally projecting ribs 15o formed on the center brace.

Secured to the outer ends of channels 24 is a striking plate 26, which may be formed as a casting if desired, and which is provided with outwardly turned flanges 26a (Fig. 6) which engage striking plate guides 27, whereby said center member is slidably supported and guided at the end sill. Preferably, striking plate guides 27 are constituted as castings and are secured as by means of rivets 28 to the lower face of the end sill, certain of said rivets passing through the angles 21 if desired, and other of said rivets passing through clip angles 29 which are preferably riveted to angles 21. Extending through alined openings 30 formed in the striking plate and channels 24 is a key 31 for securing the coupler 32 to the center member. As shown in Fig. 1, openings 30 are greater in length than the width of key 31 to permit angling of the coupler. Preferably, a pocket 33 is formed in the inner end of the striking plate 26 and in this pocket is mounted a coil spring 34 which bears at one end against a spring cap 35 positioned in the bottom of said pocket and at its opposite end against a spring cap 36 which bears against a follower 3'7 that engages the inner end of the shank of coupler 32. The movement of follower 3'? is limited by engagement of the same with the end walls of a pocket 38 (Fig. l) formed in the striking plate. Spring caps 35 and 36 facilitate assembly of the follower, coupler, key and striking plate with spring 34 under initial compression.

Novel means are provided for yieldingly resisting longitudinal movement of the center member 24, 24 relative to the remainder of the car structure whereby draft or buiiing forces imparted to said structure through the coupler and center member are yieldingly absorbed without damage to the parts. Preferably, this yielding means is adapted for long travel, i. e., a travel considerably in excess of that specified by the American Railway Association for draft gears now in use, and decidedly greater than the travel of the coupler relative to the striking plate. In the form shown, said means comprise a friction housing 39 which is mounted between the channels 24 and is slidably supported thereon, as by means of carrier irons 40 (Fig. '7) Preferably, said carrier irons are made from bar stock with the upper ends of said bars bent outwardly to engage the upper flanges of channels 24, and the lower ends of said bars are bent double to engage the lower surfaces of the flanges of the channels and to provide means whereby said bars may be rigidly attached to the friction housing 39, as by means of bolts 41. The sides of the housing 39 are preferably provided with ribs 42 having suitable notches through which extend the carrier irons 40. Any tendency of the carrier irons to tilt and bind on the channels, when said channels are moved relative to the housing, is prevented by the engagement of said ribs with the channels.

Positioned within housing 39 are suitable friction means that may comprise a pair of friction shoes 43 which are adapted for sliding engagement with wear plates 44 which bear against the upper and lower inner faces of housing 39. The outer ends of shoes 43 are provided with angular faces which engage with angular faces formed on a friction wedge 45. The outer end of this wedge has abutting engagement with a follower 46 which is normally in engagement with the inner face of the center brace 15.

In order to maintain the shoes and wedge in operative relation at all times there is provided a bolt 47 which passes through a plate 48, that bears against the inner ends of shoes 43, and through an opening formed in the inner end of wedge 45. A coil spring 49 is preferably interposed between the wedge and the end of bolt 47 that terminates in the cored out portion of the wedge, whereby the shoes 43 are at all times maintained in yielding engagement with the inclined surfaces of the wedge 45.

Extending into housing 39 and bearing against the plate 48 is one end of a coil spring 50 which extends inwardly towards the center of the car between the channels 24, said spring being held in operative relation with the housing 39 as by means of a U-shaped strap 51. The ends of said strap may be riveted to the housing 39 if desired,- but preferably, and as shown, said ends are T- shaped and are adapted to be sprung into suitable pockets formed in the inner surfaces of the side walls of housing 39, whereby said strap is rigidly secured to, but `detachable from, said housing. A member 52, constituting a seat for the inner end of the spring 50, is interposed between the bight of the strap and the adjacent end of said spring. The strap 51, which is formed of relatively light material, is maintained in engagement with housing 39 at all times by the spring 50. Since spring is of considerable length, a Y- shaped guiding member 53 is preferably positioned within said spring to prevent buckling of the same.

The inner end of spring 50 is slidably supported, as by means of a carrier iron 54 (Fig. 5) that is preferably bolted to angles 55 that may be riveted to the inner face of channels 24. Such an arrangement facilitates assembly of the parts. Upward movement of spring 50 may be prevented by means of a strap. 56 which is rigidly secured to a tie plate 57 that is riveted to the upper flanges of the channels 24. If desired, guiding members 58, which are riveted to the inner faces of the webs of channels 24, may be provided to engage and guide the strap 51 but when carrier iron 54 and strap 56 are provided with arcuate portions, as shown in Fig. 5, guides 58 may be eliminated.

Means are provided for holding housing 39 against movement in one direction relative to the body bolster. In the form shown, said means are constituted by upper and lower beams 59 and 60 (Figs. 2 and 3) which normally engage a portion of the inner end of said housing and are secured as by means of rivets to the longitudinal hood sheet 17. A Z-bar 61 is preferably interposed between the center of beam 59 and the hood sheet to prevent buckling of said beam.

Means are provided whereby movement of the center member in one direction will result in movement of housing 39 toward the body bolster. For this purpose a pair of stops 62 (Figs. 1 and 3) are rigidly attached to the inner faces of the webs of channels 24 in a position such as to normally engage the inner end of housing 39.

As shown more clearly in Figs. 1 and 4, a pair of stops 63 are secured to the inner faces of the webs of the channels 24 in the vertical plane of the center brace l5. The inner end of said stops are upset to form a large bearing surface for engagement with follower 46. In the normal position of the parts, stops 63 do not engage follower 4.6 but are laterally spaced therefrom for a purpo-se to be pointed out more fully hereafter. In-

termediate the outer face of the body bolster and the striking plate, and rigidly attached to the upper and lower flanges of the channels 24 are stop and tie plates 64, adapted to engage the outer face of the center brace, for positively limiting the movement of the center member in one direction, and to rigidly secure channels 24 together. In order to employ a large scale drawing the central portions of these stops are shown cut away. Preferably, the inner ends of the plates 64 are upset to give a large bearing area. Guide lugs 65 are secured to the longitudinal hood sheet, in the planeof center braceV 15, in a position to engage' the upper anges of channels 24, whereby the latter are guided vertically.

Operation-When a draft force is applied to coupler 32 tending to move it to the`right as viewed in Figs. 1 and 2, this force is transmitted through key 31 and center member 24, 24 to the stops 62 which act to move housing 39 to the right. This movement of housing 39 is resisted by spring 50 and the friction between shoes 43 and the housing, due to the fact that the friction wedge 45 is held against movement by its engagement with the follower plate 46 which abuts against the center brace 15. The draft force is thus yieldingly resisted and absorbed, and this without shock or damage to the structure due to the long travel of the energy dissipating means constituted by the friction and resilient elements.

If a bufling force is exerted on coupler 32 tending to move it to the left as viewed in Figs. 1 and 2, spring 34 is compressed by movement of the coupler shank and follower 37 relative to the center member, until said follower goes solid on the back stops of the pocket 38 formed in the striking plate 26. Simultaneously the key 31 goes solid on the inner walls of openings 30. The bufng force is now transmitted through the center member 24, causing said center member to move to the left relative to the body bolsters. This relative movement of the center member forces stops 63 to the left into engagement with follower 46, and since housing 39 is held against movement by means of the beams 59 and 60,the follower acts through wedge 45 and shoes 43 to produce friction between said shoes and housing 39. Simultaneously, spring 50, which is compressed by said shoes, acts to yieldingly resist the relative movement of the center member and the buing force is cushioned or dissipated withoutshock or damage to the car structure. It will be noted that the relative movements of the coupler with respect to the center member, and the center member with respect to the bolster are decidedly unequal. The former, which is quite limited, determines the train slack.

In describing the operation of the structure, reference has been made only to the yielding mechanism` illustrated. It is to be understood that the opposite end of the car (not shown) is also provided with similar yielding means for resisting relative movement of thecenter member, which yielding means acts in both directions. The yielding means adjacent each end of the car thus coact to resist relative movement of the center member in either direction.

Attention is called to the fact that stops 63 do not normally engage follower 46, but stops 62 are normally held in abutting engagement with housing 39 by the yielding means which are preferably under an initial compression. In the form shown, these parts are so constituted that the distance from the outer face of the housing 39 to follower 46, plus the distance between follower 46 and stops 63, is substantially equal to the distance between the outer face of center brace 15 and the adjacent faces of the stop and tie plates 64. If an applied buing force is sufficiently great to cause the parts to go solid, housing 39 at the end of the car not illustrated, will go solid on the adjacent follower 46 and at this time stops 64, shown in Fig. 1, will still be separated from the adjacent face of the center brace l5 by al distance equal to the distance normally between stops 63 and follower 46. Due to the resiliency of the long beam constituted by channels 24, the stops 64 thenmove into engagement with the center brace 4in the reduced end of wedge 45.

' ously described.

and the buifing force is thus substantially equalized at each end of the car. The travel of stops 63 is therefore substantially equal to the travel of stops 64. It will also be seen that when a draft or buing force is applied to the center member, the yielding means for resisting relative movement of the center member at the opposite ends of the car are not simultaneously operable but act in succession due to the spacing of stops 63 from the follower 46.

Particular attention is called to the manner in which housing 39, beams 59 and 60, stops 62, and strap 51 are associated. Heretofore it has been customary to provide a yoke for energy dissipating means of this type, the parts being so associated that the entire resisting force of the friction and resilient elements are thrown on the yoke. Such a structure requires the use of an expensive, heavy yoke such as that shown in the patent to C. B. Patch, No. 1,278,377, dated September 10, 1918. 1n accordance with the present invention, strap 51 is only subjected to the force of spring 50, and hence said strap is relatively light and inexpensive to manufacture.

In Fig. 8 there is disclosed another embodiment of the present invention wherein the necessity for the use of a long strap for maintaining spring 50 in operative relation with the friction elements is eliminated.

In the form shown, a rod 66 extends from the vcored out portion of wedge through the coil spring and through a follower plate 67. At its outer end rod 66 slidably extends through a plate 68, which is interposed between spring 50 and friction shoes 43, and through an opening A nut 69 is threaded onto the rod to insure operative engagement of the latter at all times with wedge 45. The opposite end of rod 66 is provided with a head 66a to prevent disengagement of said rod and follower 67. A cylindrical guide 70 which surrounds rod 66 is preferably provided to prevent buckling or bending of the long spring 50.

Means are provided for holding follower 67 against movement in one direction relative to the bolster and means are also provided for moving follower 67 in one direction with the center member. As shown, a pair of transversely extending beams 7l and 72 are iiizedly secured, as by means of rivets, to the longitudinal hood sheet 17 above and below the channels 24. Normally, follower 67 engages the adjacent ends of beams 7l and 72. Secured to the upper and lower fianges of channels 24 are a pair of stop and tie plates 73, 74 which are normally in engagement with the inner face of follower 67.

When a draft force is applied to the center member tending to move it to the right as viewed in Fig. 8, housing 39 is moved to the right toward the body bolster, as by means of stops 62 previ- Movement of the wedge 45 at this time is prevented by its engagement with follower 46 which abuis against center brace l5. Simultaneously with the movement of housing 39 to the right, stops 73 and 74 force follower 67 to the right to compress the spring 50, the outer end of said spring being held against movement by means of the friction shoes 43 and friction wedge 45.

When a bufng force is applied to the center member tending to move it to the left, as viewed in Fig. 8, housing 39 is held against movement by engagement with beams 59 and 60. Follower 46 forces the wedge 45 to the left to increase the frictional engagement of shoe 43 with the inner surface of the housing 39 and to compress the spring 50 between said shoes and follower 67 which is held against movement to the left by its engagement with the stop members 7l and 72. Due to the long travel of the energy dissipating means constituted by the friction and resilient elements the draft or bufling force is yieldingly resisted without damage to the car structure.

The use of rod 66, follower 67, and stop members 71, 72, 73 and 74 eliminates the necessity for providing a strap to retain the coil spring 50 in operative relation with the friction shoes 43. Any suitable number of guides such as is indicated at 75 and 76 may be employed for supporting and guiding the long spring 50.

There is thus provided a novel car structure of the longitudinally movable center member type embodying means which are preferably of long travel for yieldingly resisting relative movement of the center member. The yielding means comprises both friction and resilient elements having a travel materially greater than the travel of the coupler relative to the center member, the relative movement of said coupler being quite limited. While the resilient means employed for yieidingly resisting relative movement of the center member is of long travel, the same is so constituted as to be relatively light in weight, inexpensive to manufacture and readily installed.

Various changes may be made in the details of construction. For example, wear plates 44 may be eliminated if desired, and the resilient means may be embodied in a variety of forms. While the invention has been illustrated and described in combination with a hopper car, it is to be expressly understood that said invention is capable of being embodied in various other types of cars such as passenger coaches, etc. The particular type of friction elements employed may be widely varied, as will be understood by those skilled in the art. Tie plates for the channels 24 may be provided in any suitable manner to coact with members 64 and 26. Reference is therefore had to the appended claims for a dennition of the invention.

What is claimed iszl. In a oar structure embodying a center member extending substantially the length of the structure and mounted for longitudinal movement relative thereto and a coupler keyed to said center member, a friction housing operatively associated with said structure, friction elements therefor, a resilient member, a strap movable with said housing for operatively connecting said resilient member to the housing, means carried by the center member for moving said housing in one direction relative to said structure, means carried by the structure for holding said housing against movement in the opposite direction, and means carried by said center member for moving said friction elements relative to said housing.

2. n a car structure embodying a bolster and a center member extending substantially the length of the structure and mounted for longtravel longitudinal movement in both directions relative to said bolster, a coupler keyed to the center member, a friction housing operatively connected to said center member and structure,

resilient and friction elements operatively astion elements relative :to said housing, -and means carried by said structure for holding said `housing against movement in one .direction relative to said bolster.

3. In a car structure embodying a bolster and a center member extending substantially the length of the structure `and mounted for longitudinal movement relative to the bolster, a coupler slidably keyed to said center member, the movement of the coupler relative to the center member determining the train slack, a friction housing operatively connected to said structure and center member, resilient and friction elements operatively associated with said housing, means carried by the center member for moving `said housing towards said bolster, 'means carried by said structure for holding said housing against movement in the opposite direction, and means carried by the center member for positive` ly limiting the relative movement of the center member in one direction, `movement of the center member in the opposite direction being positively limited by said housing and bolster.

4. In a car structure embodying a bolster and a center member extending substantially the length of the structure and `mounted for longitudinal movement relative to the bolster, a coupler keyed to said center member, a housing, means including friction elements associated with said housing, a follower interposed between said friction elements and said bolster, means carried by the center member and normally engaging said housing whereby draft forces exerted on the center member are effective to move said housing towards said bolster, meanscarried by said structure for holding said housing against movement relative to said bolster in the opposite direction, and means carried by said center member and adapted to engage said fol- Alower for moving said friction elements relative to said housing, movement of the center member in one direction being positively limited by engagement of said housing with said follower.

5. In a car structure embodying a bolster and a center member extending substantially the length of the structure and mounted for longitudinal movement relative to said bolster, a coupler slidably keyed to the center member, the relative movements of the center member and bolster, and the coupler and center member, be-

ing decidedly unequal, a housing mounted for movement relative to the center member, means carried by the center member and normally having engagement with said housing whereby draft 'j forces exerted on the center member are effective to move the housing toward said bolster, friction and resilient means associated with said housing, a follower interposed between said friction means and said bolster, means carried by 'said structure for holding said housing against movement in one direction, means carried by the center member for moving said follower and friction elements relative to said housing, and means for positively limiting movement of the 'jcenter member relative to the bolster in one direction, the movement of the center member in the opposite direction being positively limited by the engagement of the housing with said follower.

6. Energy dissipating means for a car structure of the type embodying a bolsterand a center member extending substantially the length of the structure and mounted for movement relative to said bolster, said means comprising a friction housing, means mounting said housing for movement relative to said bolster and' center member, friction shoesV in said housing, a Wedge for said shoes, a `follower positioned between said wedge and bolster and engaging the latter, stops carried by the `center member for moving the follower toward said housing, a spring having engagementwith said shoes, and a U- shaped strap surrounding said spring and having its ends secured to and terminating at the housing.

7. Energy dissipating means for a car structure of the type embodying a bolster and a long travel center member extending substantially the length of the structure and mounted for movement relative to the bolster, comprising a housing mounted for movement relative to said bolster and center member, friction elements associated with said housing, spring means having operative engagement with said friction elements, a strap secured to said housing for maintaining said `spring means in operative engagement with said friction elements, said strap being subjected to tension dnly, stops carried by the center member for moving the housing in one direction relative to the bolster, and means carried by the car structure for holding said housing against movement away from the bolster.

8. Energy dissipating means of long travel for a car structure ofthe type embodying a bolster, a longitudinally movable center member extending substantially the` length of the structure, and a coupler slidably keyed to the center member, said `means comprising a housing mounted for movement toward said bolster, means carried by the center member for moving the housing toward said bolster, friction elements associated with said housing and' adapted for long travel movement relative to said housing, a spring adapted to coact lwith said friction elements, and a tension member for maintaining said spring in operative relation with said friction elements, said tension member being secured to said housing and projecting in one direction only from the housing. ,L i

9. In a hopper car structure, a body bolster, a member constituting a torque arm for resisting forces tending to twist said bolster secured to the latter and extending inwardly therefrom, a center member constituting a draft and bufling column extending substantially the length oi' the structure and mounted for movement relative to said bolster, couplers movably connected tothe opposite ends ofthe center member, a housing operatively connected to said center member, resilient and friction elements associated with said housing, means carried by. said torque resisting member for holding said housing against movement in one direction, means carried by the center member for moving said housing relative to said torque resisting member in the opposite direction, and means having operative engagement with said friction elements and said bolster.

10. In a hopper car structure, a body bolster, a longitudinal hood sheet secured to said body bolster, a center member extending substantially the length of the structure and mounted for movement relative to said hood sheet and bolster, a friction housing, friction and resilient elements associated with said housing, means carried by the hood sheet for holding said housing against movement in one direction, means carried by the center member and adapted to engage said housing, whereby draft forces exerted on the center member are effective to move the housing toward said bolster, a follower interposed between said bolster and friction elements, and means carried by said center member and adapted to engage said follower whereby bufng forces exerted on the center member are effective to move said friction elements relative to said housing.

11. In a railway car structure, a plurality of body bolsters, a center member extending substantially the length of the structure and mounted for movement relative to said body bolsters, means for positively limiting movement of said center member, a plurality of friction and resilient means for yieldingly resisting relative movement of the center member, each of said means including a follower normally having engagement with one of said bolsters, and means carried by the center member and adapted for engagement with said followers, whereby buiing forces exerted on said center member are effective to move said followers relative to the bolsters, said last named means being normally out of engagement with said followers.

12. In a car structure of the type embodying a body bolster, a center member mounted for movement relative to the bolster and a coupler mounted for movement relative to the center member, the relative movements of the center member and bolster and of the center member and coupler being decidedly unequal, energy dissipating means for resisting relative movement of said center member comprising a housing mounted for movement relative to the center member, friction shoes in said housing, a wedge having engagement with said shoes, a follower f interposed between said wedge and bolster, a

strap having its ends extending within and removably attached to said housing, resilient means having operative engagement with said strap and friction shoes, means carried by the center member for moving said housing relative to the bolster, and means carried by the car structure for holding said housing against movement away from the bolster.

13. In a car structure embodying a body bolster, side sills and a longitudinally movable center member provided with couplers and extending substantially the length of said structure, said center member constituting a rigid draft and bufling column the combination with said bolster of a hood-shaped torque arm secured thereto, the outer end of the torque arm terminating closely adjacent the outer face of the body bolster, and means for yieldingly resisting relative movement of the center member and bolster, said means including a friction housing, means carried by the torque arm for preventing movement of the housing in one direction, and means carried by the center member for moving said housing in the opposite direction.

14. In a car structure of the type embodying a body bolster and a longitudinally movable center member constituting a draft and buing column extending substantially the length of the structure and provided adjacent the opposite ends thereof with couplers, the combination with said center member of means for yieldingly resisting movement of the center member relative to said bolster, said means including a friction member, a follower normally engaging the inner face of said bolster and the adjacent end of said friction member, and stop means secured to said center member for engagement with said follower, said stop means being normally within said bolster.

15. In a car structure, a pair of body bolsters, a draft and buiiing column extending substantially the length of said structure and mounted for longitudinal movement relative to the bolsters, means adjacent one of said bolsters for yieldingly resisting relative movement of the column including a follower and stops carried by the column, the stops normally being spaced from the follower, and means adjacent the other of said bolsters for yieldingly resisting relative movement of the column, said last named means including a follower and stops carried by the column for engagement with the last named follower, said first and second named means being operative in succession to resist relative movement of the column.

16. In a car structure, a body bolster, a draft and bufling column extending substantially the length of the structure and mounted for longitudinal movement relative to the bolster, means including a follower for yieldingly resisting relative movement of the column, stops carried by said column for engagement with the follower to render said means effective when the column moves in. one direction, said stops being normally spaced from s aid follower, and stops carried by the column for rendering said means effective when the column moves in the opposite direction relative to the bolster, said last named stops being normally in operative engagement with said means.

OTHO C. DURYEA. 

